Railway-crossing.



Patented 0st. I5, 190|.

E, M. RANKIN. RAILWAY CROSSING.

(Application led Nov. 28, 19O.`

(No Model.)

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UNITED STATES PATENT OFFICE.

EDMUND M. RANKIN, OF LOS ANGELES, CALIFORNIA.

RAILWAY-CROSSING.

SPECIFXGATION forming part of Letters Patent No. 684,526, dated October15, 1901.

Application filed November 28, 1900. Serial No. 37,990. (No model.)

To ctZZ whom, t may concern:

Be it known that I, EDMUND M. RANK'IN, of the city of Los Angeles, inthe county of Los Angeles and State of California, have invented certainnew and useful Improvements in Railway-Crossings, of which the followingis a full, clear, and exact description or specification, referencebeing had to the annexed sheet of drawings and to the letters markedthereon. y

My invention has for its object to so construct what are commonly knownas levelcrossings on railways--that is to say,crossin g lines of railson the same level, and in the rails of which notches or spaces have tobe left to alloriT the flanges of the tires of the wheels of engines andcars or other vehicles traveling on railways to pass through whilerolling over the crossing. Under the existing practically-used methodsof construction and operating such crossings the body or tread of thetire rolls upon the top surfaces of the rails and considerablepercussion, noise, and jolting of railway-vehicle wheels takes placeevery time a notch or recess in the rails is passed over.

The object of my present invention is to prevent this percussion, noise,and jolting while the wheels of railway-vehicles are passing over thenotches or recesses therein, so that smooth and continuous rollingwithout percussion, noise, and jolting is produced by means of myimproved crossings.

Figure l is a plan of a crossing consisting of two lines of railway atright angles to each other. Fig. 2 is a transverse section of the sameon the line a a., Fig. l, and showing the axle and lower part of a pairof wheels passing over or through the crossing. Fig. 3 is a detailhereinafter more fully described.

From Figs. l and 2 it will be seen that all the parts constituting theentire crossing are firmly fastened down to a iiat iron or steel plateA. The main-line rails are all marked B B B B, dac., in all the figures,and these are riveted or bolted down to the metallic plate A by rivetsor bolts C, several of which are so marked in the drawings. The notchesmarked b h b in Fig. l represent the spaces or recesses in the lines ofrails for the flanges y noise, and jolting of the wheels ofrailwayvehicles when passing over them, as hereinbefore referred to.

Under my present invention I change the rolling-surfaces of the wheelsfrom the cya lindrical body or tread of the tires to the ilanges of thetires during the time that any one or more railway-vehicle wheels .arepassing over or through the crossing, so that the cylindrical part ortread of the tires does not touch the rails during the time the wheelsare passing through the crossing, but the tires are supported and rolledupon a continuous level surface on that side of the rails whereat theflanges of the tires are situated. The device whereby I effect thistransference of the rollingsurfaces of the/wheels from the cylindricalbody to the flange in passing the crossing consists in what I prefer tocall easelebars D, secured to the inner side, one of which is rigidlysecured to the inner side of each of the rails of both lines of railway.These easel-bars, as seen in the transverse section, Fig. 2, are soshaped as to nt in against the inner side of the rails B B B, as shownmore especially in the section Fig. 2, and these easel-bars are firmlybolted by bolts E passing through them, through the rails, through theinner guard-rails F, which are formed of a square frame of iron or steelwith rounded corners, as shown at Fig. l, and through the angle-pieces Gand outer guards H, also shown at Fig. l, whereby all of the parts arerigidly held together while being solidly united or bolted down to theplate A. As will be seen on examining Fig. 2 of the drawings moreespecially, the upper surface of the easel-bars DI D D is but slightlylower than the upper surface of the tables of the rails B B-sayonefourth of an inch-while the height of the inner guard-rails Fishigher than the top sun faces of the rails B B, (about three-fourths ofan inch,) so that while the flange of the tire is rolling upon theeasel-bars D D D the wheels are prevented from leaving the track properby theheight of the guard-rails D D D, while the spaces between the topof the :rails B and the inner face of the guard-rails F are ample toallow freedom for lateral motion of the wheels while passing over thecrossing, and the corners of the guard-rails being round- IOO ed, asshown at Figs. l and 2, as Well vas the corners of the spaces andrecesses of the rails b b, as shown in Fig. l, enables the wheels whilerolling on their flanges through the crossing to pass over or throughthe same Without any tendency to mount the rail or become derailed. Theends of the easel-bars are gradually curved and inclined, as shown moreparticularly in the larger view, Fig. 3, so thatf'he Wheels on coming incontact with the easel-bars gradually ascend to the highest level of theeasel-bars and as gradually descend from the opposite end of theeaselbars when the crossing has been passed over.

Having now described the nature of my said invention and the bestsystem, mode,or manner I am at present acquainted with for carrying thesame into practical eifect, I desire to observe in conclusion that WhatI consider to be novel and original and therefore claim as theinvention, to be .secured to me by Iletters Patent, is as follows:

A railroad-crossing consisting of the cornbination of rails Witheasel-bars crossing each other, and a guard-rail of greater height thanthe main-line rails, said guard-rail being a square metallic frame withrounded cornersthe rails which cross each other andi the easel-bars alsothe guard-rail frame and the external part of the guard-rails beingbolted through and through so that with the external angle-pieces alsobolted to the rails and easel-bars the entire combination of partsconstitute a device which lifts the cylindrical tread of the Wheels offthe main-line rails, and transfers the rolling load to the easel-barsand flanges of the tires, as the rolling load passes over the crossing,-the Whole being riveted and securely fastened* to a flat plate whichconstitutes an integral part of the device for retaining all the partsthereof in their proper operative relationship, in or with railroadswhich cross each other' with the results substantially as hereinbeforedescribed.

In witness whereof I have hereunto set my hand and seal, this 13th dayof September,` 1900, in the presence of two subscribing Wit; nesses.

EDMUND M. RANKIN.

Witnesses:

Sr. JOHN DAY, THEO. A. EISEN.

